Railway vehicle



Oct. 31, 1939. w N DER SLUYS 2,177,848

RAILWAY VEHICLE Filed July 10, 1937 2 Sheets-Sheet. 1

INVENTOR WILLIAM VAN DER LUY.

arm/4W.

A TTORNE VS.

Oct. 31, 1939. w. VAN DER SLUYS 2.177.

RAILWAY VEHI CLE Filed July 10, 1937 2 Sheets-Sheet 2 #2? O O I o o riz' 2;- 2,;

lNVb/VTOR WILL/AM VAN DER L-UY.

A UR NE Y5.

Patented Oct. 31, 1939 UNITED STATES PATENT OFFICE RAILWAY VEHICLE Application July 10, 1937, Serial No. 152,947

13 Claims. (ci. -199) My invention relates to vehicles and it has particular relation to vehicles adapted to be drawn or propelled over rails or tracks for the purpose of transporting passengers and merchandise, particularly the former.

Heretofore, some effort has been made, by the designers of railroads, to permit higher speeds of trains operating on tracks by banking the curves in the tracks, that is, placing the outer rail of the curve at a higher lever than the inner rail. The banking of the tracks provides a certain amount of neutralizing effect with respect to the lateral component of centrifugal force acting on the train while passing around the curve but, as the degree of banking necessary is dependent upon the radius of curvature of the track and the speed of the train, it is obvious that any banked curve can provide complete neutralization of the unbalancing effect of centrifugal force for only one particular speed of any train. As trains operate over the same track at different speeds, varying from the speed of a slow freight to a fast-modem passenger train, and as trains sometimes stop on the curves of the tracks it is apparent that banking of the tracks provides only a partial solution of the problem of neutralizing centrifugal force and, in addition, provides certain disadvantages when the train is stopped on the curved track.

By my invention I have eliminated all of the shortcomings of banked tracks and have provided means for insuring that each individual car of the train will assume the proper degree of inclination at all times, taking into account the radius of curvature of the track and the speed of each individual train. In addition, it compensates for any angle of banking which is improper, for the speed of my particular train. It furthermore prevents any undue discomfort on the part of the passengers, or of any injury to produce or merchandise being carried by the train due to shifting thereof, in the event of the train stopping on a curved banked track.

One object of my invention is to improve the riding qualities of railroad cars employed in the haulage of both passengers and merchandise.

A second object of my invention consists in providing means whereby each car body will automatically adjust its angle of inclination with respect to the horizontal to compensate for improperly banked tracks, varying speeds and radius of curvature oi the track so as to neutralize the eflect of centrifugal force and of uneven tracks on the passengers and on any merchandise being carried thereon.

depressed portion An additional object of my invention consists in providing a simple, durable and inexpensive construction for accomplishing the aforementioned objects which is automatic in operation and substantially trouble-proof throughout its 5 Fig. 1 is a view, partially in side elevation and 10 "partially in section, of one complete car and a portion of a second car, both constructed in accordance with my invention.

Fig. 2 is a plan view of one of the trucks illustrated in Fig. l, the view being taken along the 15 .line II1'I thereof.

Fig. 3 is a vertical transverse cross-sectional view of the structure illustrated in Fig. 1, but on an enlarged scale, the section being taken along the line IIIIII thereof.

Fig. 4 is a cross-sectional detail view of a por- 20 tion of the structure illustrated in Fig. 3, the view being taken along the line IVIV thereof.

Fig. 5 is a vertical transverse cross-sectional view of the structure illustrated in Fig. 1, the 26 view illustrating the truck frame in cross-section and the centrifugal neutralizing mechanism in elevation.

Fig. 6 is a vertical transverse cross-sectional view somewhat similar to Fig. 3 but illustrating an another form which my invention may assume.

In the drawings I have illustrated two railway cars it and il each of which is provided with two spaced trucks l2 and it, the construction of each of which is identical. with a frame member l4 consisting of a front end portion l5, a rear end portion l6, two side portions ll and a central transversely extending ill. The truck frames are supported by coil springs IS on which rest the side portions ll of the truck frame l4 and which, in turn, rest upon equalizer bars 20 which transfer the weight of the truck frame to wheels II, which roll along railroad rails 22. The central portion l8 of the truck frame, as best shown in Fig. 3, constitutes a truck bolster at its central portion with a center bearing 25 on which rests a body bolster 2B. A center hearing or locking pin 21 serves to prevent misalignment of the cooperating center bearing members 50 rotate with respect to the car body while passing around curves in the track. The body bolster I Each truck is provided 35 28 is provided at each end with a straight inclined track portion 28 of such inclination that lines drawn normal to each of the track portions 28 and bisecting each of them will meet at a point 29 within the car body above a longitudinal axis extending through that car body and passing through the center of gravity thereof, as indicated at 30. The frame member I8 is likewise provided with stop or side hearings 3| which are adapted to engage the under side of the body bolster 26 adjacent its ends in the event of any excessive lateral tilting of the body bolster 2G with respect to the truck bolster Ill.

The body ill is provided with transversely arranged elliptical leaf springs 32 which rest upon a transversely extending supporting member 33 which is provided, on its under surface and adjacent each end, with two inclined track surfaces 34 which likewise are drawn at such inclination that lines drawn normal thereto and bisecting those surfaces will meet at the point 29 within the car body. Disposed intermediate the track surfaces 28 and 34 in a roller member which is free to roll on the surface 28 and on which the surface 34 is free to roll. when the car body I0 is in its normal vertical position the roller 35 engages the mid-points of the surfaces 28 and 34. As the car passes around a curve in the track the car body will roll about the point 29 as an axis, owing to the fact that it is located above the center of gravity, and the lower portion of the car body will move outwardly with respect to the curve in the track to such position as to neutralize the effect of the lateral component of the centrifugal force acting thereon.

In the event that the train stops on a curve in the track the car body will return to the vertical position shown in Fig. 8 despite the fact that at the time the truck frame may be occupying an inclined position corresponding to that of the banked track. In like manner, as the speed of the train varies on the curve of the track the car body will automatically adjust its position in proportion to that speed so as to always remain at an angle such that the eflect of the centrifugal force will be neutralized and the passengers in the train will be unconscious of the fact that centrifugal force is acting thereon. In addition, liquids contained within vessels such as in diners will remain undisturbed and there will be no shifting of the cargo in freight cars owing to either thecentrifugal force or inclination of the tracks on the curve.

As illustrated in Figs. 4 and 5, each roller member 35 is provided at each end with a gear wheel 38 which meshes with a toothed rack 3i mounted on the side of the track portion 34 and a similar toothed rack 28" mounted on the side of the track portion 28, this structure being adapted to preventfimisallgnment of either of the rollers with respl'lif to the tracks 28 and I4 as the car moves under the influence ofcentrifugal force. Roller members 38 are Journaled in brackets mounted on the sides ofthe supporting member 23 which are adapted to engage plates 39 secured to the sides of the body bolster 26. The plates 39 and rollers 28 serve to prevent misalignment of the tracks 28 and 3 longitudinally of the vehicle during acceleration and deceleration of the vehicle.

In Fig. 6 I have illustrated another form which my invention may assume in which I have provided a body bolster 40 supporting the car body I. through the usual springs 32 and mounted on a truck bolster ll by means of a center bearing 42 and a center pin 3. The truck bolster II is provided with stop or roller members 44 which are adapted to engage the lower surface of the ends of the body bolster 40 to prevent excessive tilting between the two bolster members. In this structin'e the truck bolster ll is provided on its lower face at each end with an inclined track surface 45 which rests upon rollers 46 which, in turn, rest upon inclinec track surfaces ll on the ends of the central portion ill of the truck frame. The truck frame is supported on the rail engaging wheels 2| in the usual manner. In this construction it will be apparent that the mechanism for neutralizing the effect of the centrifugal force occurs between the truck bolster and truck frame. The rollers 43 are provided with gear wheels adapted to mesh with racks mounted on the sides of the tracks 45 and 41 in order to insure proper alignment of the roller members 66 with respect to the track surfaces 45 and ll as previously described. In like manner, longitudinal movement of the truck bolsters with respect to the truck frame is prevented by means of the previously described plates 39 secured to the truck frame 18 and adapted to be engaged by rollers corresponding to those shown at 38 in Fig. 4, this structure being quite similar to that of the previous figures except that the center bearing and the centrifugal force neutralizing devices are interchanged in position.

In the previously described constructions I have employed straight inclined roller tracks with the knowledge that arcuate tracks having the centers of their arcs at the point I9 would provide more accurate neutralization of the unbalancing effect of the centrifugal force acting on the car body. However, as the movement of the car body will rarely exceed six degrees from the vertical and never exceed eight degrees from the vertical, the movement of the car body on the straight tracks is so close to the theoretically correct movement that it cannot be detected by the passenger, within the limited range of tilting movement of the car body. At the same time the straight tracks are so much less expensive to manufacture that they are highly desirable for commercial use.

I have found that desirable results may be secured by making the distance from the track surfaces to the point 29 about eight feet, with the point 29 disposed about two feet above a longitudinally extending axis passing through the center of gravity of the car body. The rollers 35 should preferably be about two inches in diameter. In the event that the body tilts too readily, for example, for each little variation in the rails, it may be necessarry to dampen such movement by any desired means.

In order to permit free rolling of the car body with respect to the truck frame I have found it desirable to confine the tension and compression forces transmitted throughout the train through each vehicle in such manner that they will not interfere with the movement of the car bodies with respect to the truck frame. In order to accomplish this purpose each truck is provided at each end with an arcuate guide member within which move a plurality of rollers II which in turn are journaled in a supporting structure 52. The interior faces of the guide member 50, with which the rollers contact, represent arcs drawn about the axis of the center bearing 25 of the truck frame.

The two surfaces confining the rollers II are spaced sumciently that the rollers engage the inn-mess outer surface when under tension without engaging the inner surface, and likewise engage the inner surface when under compression without engaging the outer surface, the object being that the rollers may roll freely in accordance with the direction of the forces being transmitted through the truck frame from the supporting structure 52 or to the supporting structure from the truck frame.

The supporting structure 52 at the front end of the front truck and the rear end of the rear truck are provided with drawbars 53 embodying draft gear 53 and having mounted on their ends coupling members 51 of the rigid type so that, when joined to an adjacent car, the two drawbars and the coupling members constitute a rigid unit and will, when subjected to any force, 'move to a position in alignment with the center bearings of the two trucks to which they are secured. In like manner, the supporting members 52 at the rear end of the front truck and at the front end of the rear truck are connected to short drawbars 55 each of which is provided with a cylindrical cup member 51 by bolts or other securing means. The member 51 is provided at its central portion with an opening 58 within which is adapted to slide a rod or link 59 having secured to its end a piston 60 adapted to slide within the cylindrical members 56 and 51 against the action of a compression spring 5|.

The compression spring 5 I is pre-loaded so as to always maintain a compressive force between the piston 60 and the end 56 of the enclosing cylinder. The link 59 extends to a corresponding cylinder member mounted on the other truck of the same railway car, and, by reason of the arcuate guide and roller connection, the link member 58 and the roller supporting members 52 always move into a position of alignment between the center bearings of the two trucks of the same car. When tensional forces are being transmitted through the train they are exerted through the coupling 54 to the drawbar 53, to the guide member 50, to the truck frame I, thence to the guide, member at the opposite end of the truck, to the supporting member 52 to the cylinder member 56, 51. From the cylinder 55, 51 they are exerted directly on the piston member ill and thence by the link 59 to the truck at the opposite end of the car body where it passes in a similar manner to the coupling at the opposite end of the second truck.

On the end of each car body is mounted a downwardly projecting member 55 and on each truck frame is disposed a floating block member 56 having an outer surface 61 which represents an are drawn about the axis of the center bearing as an axis and having an opposite fiat vertical face 68. The outer arcuate face 51 is adapted to rest in engagement with the inner surface of the guide member 50 which is likewise an arcuate contour and the inner surface 58 conforms in outline to the adjacently disposed surface of the projection 65 mounted on the car body. When compression forces are exerted through the train they are first impressed upon the drawbar 53 by means of the coupling 54, thence from the 'roller support 52 to the rollers 5i to the inner face of the arcuate guide member 50 thence to the truck frame I. From the truck frame II it is exerted by means of the guide member 50 at the opposite endof the truck frame to the roller members 51 and disposed to the drawbar 55 and through the compression springs ii to the piston and the link 59 to the truck at the opposite end of the car where it passes through a similar set of cone nections to the next adjoining car. In the event that the force passing therethrough is excessive, the compression spring 6| becomes compressed permitting the piston 60 to move within the cylinder 55, 51 and thus permits a slight amount of longitudinal movement of the truck frame with respect to the car body, which is permitted by the car supporting springs 32. when this occurs the inner surface 68 of the floating block 56 engages the projection on the car body and causes any additional force. to be transmitted through the car to pass through the car body to the opposite end thereof where a corresponding downwardly projecting member 65 transmits the force to the guide member 50 on the opposite end of the other truck. This arrangement for preventing the imposition of excessive compressive forces on the link member 59 permits of employing a relatively light member for this purpose which is, as a result, relatively less expensive and the saving in weight is a considerable factor owing to its length. Movement of the car body with respect to the truck is permitted even during the time that the block 55 is in engagement with the projection 65 because any lateral or vertical movement may occur between the surface 68 and the projecting member 65 and any rotative movement of the truck about its center bearing as an axis is permitted by movement between the outer arcuate face 61 of the block 65 and the inner arcuate face of the guide 50. Tilting movement of the car body with respect to the truck is also permitted by relative movement of the surface 68 of the projection 55. In order that the resistance offered to such relative movement between the car body and the truck frame may be maintained at a minimum, the block member 65 and the cooperating surfaces of the guide member 50 should be ground accurately and should be well lubricated, it being desirable in most instances that the outer surfaces of the block member 56 be composed of some self lubricating material. It will be apparent that the lower surface of the downwardly projecting member 55 should be in general of an arcuate contour representing an are about the point 29 so as to eliminate the possibility of interference between the downwardly projecting member 65 and any portion of the truck frame when the car body tilts about the axis represented by the points 29 above each of the trucks.

In order that each car body may move freely in accordance with the forces exerted thereon it is desirable that the drawbars 53 and the coupling 54 be of such length as to prevent contact of the end of the car bodies. I also prefer that the vestibule bellows 10, employed at the end of each passenger car so as to protect passengers while passing 'from car to car, be of such nature that they are incapable of transmitting either vertical or lateral forces of any nature between the car bodies.

Although I have illustrated two forms which my invention may assume, and have described but a single application thereof, it, will be apparent to those skilled in the art that it is not so limited, but that various modifications and changes may be effected therein without departing from the spirit of my invention or from the scope of the appended claims.

What I claim is:

1. In a vehicle, a car-body, a frame mounted on supporting wheels, means interposed between said car body and said frame and adapted to support said car body and to permit tilting thereof about a longitudinally extending axis comprising 15 an upper and a lower member each provided with two spaced oppositely inclined surfaces of uniform inclination throughout their lengths and extending transversely of the car body, the inclined surfaces of said upper member being normally substantially parallel to the correspondingly disposed inclined surfaces of the lower member, and roller members interposed between said parallel surfaces and adapted to engage substantially central portions of said surfaces when said frame and said car body are disposed in normal horizontal positions.

2. In a vehicle, a car body, supporting structures provided with supporting wheels, means interposed between each end of said car body and said supporting structures permitting tilting of said car body about an axis extending longitudinally thereof and comprising an upper member adapted to support said car body and a lower member carried by said supporting structure, said upper and lower members being each provided with oppositely inclined track portions straight throughout their operative lengths and extending transversely of the car body, and a roller member disposed intermediate each pair of track portions and adapted to engage substantially central portions of said track portions when said supporting structure and said car body are disposed in normal horizontal positions.

3. In a vehicle, a car body, supporting structures provided with supporting wheels, means interposed between each end of said car body and said supporting structures adapted to permit tilting of said carbody about a longitudinally extending axis comprising an upper member adapted to support said car body and a lower member carried by said supporting structure, said upper and lower members being each provided with oppositely inclined straight track portions extending transversely of the car body, a smooth surface cylindrical roller member disposed intermediate each pair of track portions, a rack member associated with each of said track portions, and a gear member associated with said roller member and adapted to mesh with said rack members.

4. In a vehicle, a car body, supporting structures provided with supporting wheels, means interposed between each end of said car body and one of said supporting structures adapted to permit tilting of said car body about an axis extending longitudinally thereof comprising an upper member adapted to support said car body and a lower member carried by said supporting struc ture, said upper and lower members being disposed transversely of said car body and being each provided adjacent each end with a track portion substantially straight throughout their operative lengths and oppositely inclined laterally of the car body, each of said track portions being substantially parallel with the corresponding track portion on the other member and vertically aligned with respect thereto when said car body and supporting structures occupy their normal horizontal positions, and an anti-friction roller member disposed intermediate each pair of cooperating trackportions. v

5. In a vehicle. a car body, supporting structures provided with supporting wheels, means interposed between each end of said car body and one of said supporting structures adapted to permit tilting of said car body about an axis extending longitudinally thereof comprising an upper member adapted to support said car body and a lower member carried by said supporting structure, said upper and lower members being disposed transversely of said car body and being each provided adjacent each end with a substantially straight track portion inclined laterally of the car body, each of said track portions being substantially parallel with a corresponding track portion on the other member and vertically aligned with respect thereto when said car body and supporting structures occupy their normal horizontal positions, and an anti-friction roller member disposed intermediate each pair of cooperating trackportions, said track portions being so inclined that lines drawn perpendicular thereto and bisecting said track portions will meet at a point in the vertical longitudinal central plane of the car body above the longitudinal axis of the center of gravity of the car body.

6. In a railway vehicle, two spaced supporting trucks each provided with struck frame, a beam interconnecting said truck frames and pivotally secured to each of them, a car coupling and associated drawbar pivotally secured to each truck frame, a car body provided with two spaced body bolsters, a truck bolster pivotally associated with each of said body bolsters, inwardly downwardly inclined straight track portions mounted on said truck frames and truck bolsters, and roller members disposed intermediate said inclined track portions adapted to permit tilting of said body with respect to said truck frame.

'7. In a railway vehicle, two spaced supporting trucks each provided with a truck frame, a beam interconnecting said truck frames and havinga point of application of force thereto at the center thereof, a car coupling and associated drawbar secured to each truck frame and movable pivotally about the center thereof, a car body provided with two longitudinally spaced body bolsters, a truck bolster pivotally associated with each of said body bolsters, inwardLv downwardly inclined straight track portions mounted adjacent each end portion of each of said truck bolsters, straight inclined track portions mounted on each truck frame on opposite sides of the center thereof, and a roller member disposed intermediate each pair of cooperating inclined track portions.

8. In a railway vehicle, two spaced supporting trucks each provided with a truck frame, a beam interconnecting said truck frames and having a point of application of force thereto at the center thereof, a car coupling and associated drawbar secured to, each truck frame and movable pivotally about the center thereof, a car body provided with two longitudinally spaced body bolsters, a truck bolster pivotally associated with each of said body bolsters, straight inclined track portions mounted adjacent each end portion of each of said truck bolsters, straight inclined track portions mounted on each truck frame on opposite sides of the center thereof, and a roller member disposed intermediate each pair of inclined track portions, said track portions being so inclined that lines drawn perpendicularly from the'centers of each of said portions will meet in a poinvwithin the ar body above the horizontal axis of the center of gravity thereof.

9. In a railway vehicle, two spaced supporting trucks each provided with a truck frame, a beam interconnecting said truck frames and pivotally secured to each of them, a car coupling and associated drawbar pivotally secured to each truck frame, a car body provided with twospaced trans:

versely extending supporting members each provided with straight inwardly downwardly inclined track portions, a truck bolster member mounted It on each of said truck frames, a body bolster member pivotally mounted on each of said truck bolster members and provided with straight inwardlyl downwardly inclined track portions, and an anti-friction roller member interposed between each pair of track portions.

10. In a railway vehicle.'two spaced supporting trucks e'ach provided with a truck frame. a beam interconnecting said truck frames and pivotally secured to each of them. a car coupling and associated drawbar pivotally secured to each truck frame, a car body provided with two spaced transversely extending supporting members each 4 provided with straight inwardly downwardlyfinclined track portions, a truck bolster member mounted on each or said truck frames, a body bolster member pivotally mounted on each of said truck bolster members and provided with straight inwardly downwardly inclined track portions. "and an anti-friction roller member interposed between each body bolster track portion and the associated track portion on said body supporting member.

11. In a railway vehicle, two spaced supporting trucks each provided with a truck' frame. a beam interconnecting said truck frames and having a point of application 01' force thereto at the center thereof. a car coupling and associated drawbar secured to each truckjrame and movable pivotally about the center thereof. a car body provided with two longitudinally spaced transversely extending supporting members each provided with a straight inwardly downwardly inclined transversely extending track portion adjacent each end thereof. a truck bolster member mounted on each side or said truck frames. a body bolster pivotally mounted on said truck bolster and provided with a straight inwardly downwardly inclined transversely extending track portion adjacent each end thereof, and a roller member disposed intermediate each track portion on the supp rting members and the correspondingly located track portion on the body bolsters,

12. In a railway vehicleytwo spaced supporting trucks each provided with a truck frame, a beam interconnecting said truck irames and having a Pat ent lie. 2 11 1, 818};

wit-Lian VAllDER 3 mg,

and provided point or application oi force thereto at the center thereof, a car coupling and associated drawbar secured to each truck frame and movable pivotally about the center thereof, a car body provided with two longitudinally spacedtransversely extending supporting members each provided with a straight inclined transversely extendingtrack portion adjacent each end thereof, a truck bolster member mounted on each of said truck frames. a body bolster pivotally mounted on each of said truck bolsters and provided with a straight inclined transversely extending track portion adjacent each end thereof, and a roller member disposed intermediate each track portion on the supporting members and the correspondingly located track portion on the body bolsters, said track portions being so inclined that lines drawn perpendicular thereto from the mid-points thereof will meet at a point within the car body above the longitudinal axis of the center of gravity of said car body.

13. In a railway vehicle, two spaced supporting trucks each provided with a truck frame, a beam interconnecting said truck irames and having a point oi application of force thereto at the center thereof. a car coupling and associated drawbar secured to each truck frame and movable pivotaily about the center thereof. a car body .provided with; two longitudinally spaced transversely extending supporting members each provided with a straight inwardly downwardly inclined transversely extending track portion adiacenteadh end thereof, a truck bolster member mounted on each or said truck frames. a bodv bolster pivotally mounted on said truck bolster th as straight inwardly downwardly inclined ersely extending track portion adiacent each end thereof. and a roller member disposed intermediate each track portion on the supporting members and the correspondingly located track portion on the body bolsters, said track portions being each provided with a toothed rack member and each oi said rollers being provided with a gear member adapted to mesh with said rack member.

WILLIAM VAN DER BLUYB.

cnsrrrrcars OF connscrrou'.

October 51,. 1959,

It 'is hereby certified that error appears injthe printed specification of the 'abdvo mnnbe'r'ed patent re column, line 3 6, 11 st:-

gd iring cor.r-ection as follows: Page 5, first H ikemut tnevworgd "28130 and that the said- Letters Patent should be read with this correction therein that the. I may conform to the r-ecorfd qt the case in the Patent Office.

same

si ma and sealed this 2nd day or April, A. n. 191p (seal) Henry Van Arsdale, Acting comissionerof Patents.

on each of said truck frames, a body bolster member pivotally mounted on each of said truck bolster members and provided with straight inwardlyl downwardly inclined track portions, and an anti-friction roller member interposed between each pair of track portions.

10. In a railway vehiclatwo spaced supporting trucks e'ach provided with a truck frame. a beam interconnecting said truck frames and pivotally secured to each of them. a car coupling and associated drawbar pivotally secured to each truck frame, a car body provided with two spaced transversely extending supporting members each 4 provided with straight inwardly downwardlyfinclined track portions, a truck bolster member mounted on each or said truck frames, a body bolster member pivotally mounted on each of said truck bolster members and provided with straight inwardly downwardly inclined track portions. "and an anti-friction roller member interposed between each body bolster track portion and the associated track portion on said body supporting member.

11. In a railway vehicle, two spaced supporting trucks each provided with a truck' frame. a beam interconnecting said truck frames and having a point of application 01' force thereto at the center thereof. a car coupling and ted drawbar secured to each truckjrame and movable pivotally about the center thereof. a car body provided with two longitudinally spaced transversely extending supporting members each provided with a straight inwardly downwardly inclined transversely extending track portion adjacent each end thereof. a truck bolster member mounted on each side or said truck frames. a body bolster pivotally mounted on said truck bolster and provided with a straight inwardly downwardly inclined transversely extending track portion adjacent each end thereof, and a roller member disposed intermediate each track portion on the supp rting members and the correspondingly located track portion on the body bolsters,

12. In a railway vehicleytwo spaced supporting trucks each provided with a truck frame, a beam interconnecting said truck irames and having a Pat ent lie. 2 11 1, 818};

wit-Lian VAllDER 3 mg,

and provided point or application oi force thereto at the center thereof, a car coupling and associated drawbar secured to each truck frame and movable pivotally about the center thereof, a car body provided with two longitudinally spacedtransversely extending supporting members each provided with a straight inclined transversely extendingtrack portion adjacent each end thereof, a truck bolster member mounted on each of said truck frames. a body bolster pivotally mounted on each of said truck bolsters and provided with a straight inclined transversely extending track portion adjacent each end thereof, and a roller member disposed intermediate each track portion on the supporting members and the correspondingly located track portion on the body bolsters, said track portions being so inclined that lines drawn perpendicular thereto from the mid-points thereof will meet at a point within the car body above the longitudinal axis of the center of gravity of said car body.

13. In a railway vehicle, two spaced supporting trucks each provided with a truck frame, a beam interconnecting said truck irames and having a point oi application of force thereto at the center thereof. a car coupling and associated drawbar secured to each truck frame and movable pivotaily about the center thereof. a car body .provided with; two longitudinally spaced transversely extending supporting members each provided with a straight inwardly downwardly inclined transversely extending track portion adiacenteadh end thereof, a truck bolster member mounted on each or said truck frames. a bodv bolster pivotally mounted on said truck bolster th as straight inwardly downwardly inclined ersely extending track portion adiacent each end thereof. and a roller member disposed intermediate each track portion on the supporting members and the correspondingly located track portion on the body bolsters, said track portions being each provided with a toothed rack member and each of said rollers being provided with a gear member adapted to mesh with said rack member.

WILLIAM VAN DER BLUYB.

cnsrrrrcars OF connscrrou'.

October 51,. 1959,

It 'is hereby certified that error appears injthe printed specification of the 'abdvo mnnbe'r'ed patent re column, line 3 6, 11 st:-

gd irlng cor.r-ection as follows: Page 5, first H ikemut tnevworgd "28130 and that the said- Letters Patent should be read with this correction therein that the. I may conform to the r-ecorfd qt the case in the Patent Office.

same

si ma and sealed this 2nd day or April, A. n. 191p (seal) Henry Van Arsdale, Acting comissionerof Patents. 

